Upper-cylinder oiler



1,634,134 June 2 1927 c. BOGARD'US,

UPPER CYLINDER O ILER Eiled- Noir. 16, 1926 34 3 I ATT EY.

Patented June" 28, 1927.

CHARLES C. IBOGARDUS, .LOS ANGELES, CALIFORNIA.

UPPER-CYLINDER OILEB.

Application filed November 16, 1928. Serial No. 148,641.

r The invention forming the subjectmatter of this application is a'metering device designed to provide lubrication for the upper parts of the' cylinders ofinternal combustion engines and for the valve stems and other moving parts of such engines in com muni'cation with the combustion chambers thereof. It is particularly designed to feed a lubricant, invented by the applicant and Wellknown in the art, soluble in petroleum distillates, such as kerosene, gasoline, etc., and having a castor 'oil base, into'the liquid fuel as it is fed from a-storage tank to the combustion chambers of an internal combustion engine, and in quantities which may be varied to secure any desired proportions between the fuel transferred and the lubricant. introduced thereinto. This lubricant requires no mechanical mixing with the fuel and is liberated from its-solvent in the combustion chambers of the engine when the lubricated fuel is burned therein, thereby serving to'lubricate the pistons, valves and valve stems, etc., not ordinarily accessible to the lubricating system of the engine.

When the liquid fuelgasoline for examplewith this lubricant dissolved therein, is burned in the combustion chambers of the engine, the solvent gasoline burns before.

the much slower burning castor oil solute and leaves a film of oil to lubricate all parts of the engine in communication 'with said chambers.

While the main object of the invention is to feed a lubricant soluble in gasoline, or a similar liquid fuel, to the fuel during its passage from a storage tank to the combustion chambers of an internal combustion engine, it must be understood that the invention is not limited to such use, as it may be used to introduce any other kind of fuel treating liquid into the fuel during its passage from a main storage tank to the usual gravity feed auxiliary tank or to any other feed. line leading to the carburetor of the en ine.

ather objects of the invention will appear as the detailed description of my invention proceeds.

In the drawing Figure 1 is a side elevation of my invention as applied in a general way to the fuel transferring apparatus of aninternal combustion engine in common use;

Figure 2 is a central vertical section through my liquid metering device;

Figure 3 is a fragmentary detail; and

Figure 4 is a fragmentary elevation of my invention as embodied in a fuel feed system of the pressure feed type.

As shown in the drawing, the supply tank 1' is connected by the feed line 2 to the vacuum tank 3 which is suitably'supported on the engine adj acent "the dashboard i. A pipe 5- connects the tank 3 to the intake manifold 6 of the engine 7, and a second vpipe 8 connects the bottom of the tank 3 to the carburetor 9. Everything so far de: scribed is old and well known in the art and forms no part of my invention, except as it may enter into combination with my.

metering device.

The metering device proper comprises a container 10 adapted to be secured by any suitable means such-as the straps 11 to the tank 3, or wherever found most convenient.

of a bottle made of material, has its nec flange 13 underneath which a band 14 is suitably clamped and arranged to form a support for the pivots 15 projecting diametrically opposite therefrom. A yoke 16 has its ends pivoted on the pivots 15 and is provided centrally with a screwthreaded aperture 17 in which the set screw 18 threaded. A look nut 19 on the screw 18 looks said screw against accidental displacement on the yoke 16.

The lower part of the cap C is recessed to provide a vertical flange 19 fitting snugly into the neck 12 and also to provide a latlass or other suitable eral flange 21 adapted to be pressed down tightly against the gasket 22 interposed between the flange 21 and the top of the neck 12. The upper part of the cap C is solid ing that the yoke 16 and the setscrew l8 serve to clamp the cap C securely to the contalner 10, and that they can be readily time said tank is placed under engine suc- 12 provided with a The container 10, which may be in the form out of clamping engagement with said cap tion. The amount sucked into said tank at application. It may be connected to-any one time is controlled by the adjustment of f d the needle valve 23 relative to its valve seat 24 formed in the valve fittin 25 which is connected by the pipe 26 to t e T-joint 27 at the top of thetank 3. The T-joint 27 is screwthreaded at one end into the pipe .28 which is, in turn, screwed into the usual inlet plug hole at the top of the tank, and the plug 29 closed the other end of the T-'oint 27. This method of joining the top 0 the cap C to the vacuum tank 3 permits the tank to be filled at any time by simply re- I moving the plug 29.

The valve 23 rotates and moves axiall a bore 30 extending laterallymore than alf way through .the cap C and having its endscrewthreaded to receive and support the valve fitting 25. A second bore 31, at right angles to the bore 30, receives and supports the upper end of the tube 32 which extends downwardly to the bottom of the container 10@ The tube 32 has its lower end provided with a ball valve fitting 33 of any convenient type, and a ball 34 in said fitting if normally eld either by gravity or by aspring 35 to close the aperture 36in the end of the fitting 33. vent 37 at the top of the cap 0 places the said cap and container 10 under atmospheric pressure. Y

The head 38 of the valve 23 is. provided with an indicator line 39 ada ted to be read against the indications 4O ormed on the capC.

t will be obvious that every time the vacuum tank is placed under engine suction, the container. 1s also. laced under suction aiid a small quantity of lubricant IJ'is sucked from the container into the tank to be dissolved in the fuel in said tank. The quantity of fuel drawn into the tank 3 at ,each

' to a vacuum tank connected to the intake manifold of an internal combustion engine, it must not be considered as limited in its ee line, and its rate of lubricant feed 4, there is shown a container-r41 for lubricant L adapted to be secured wherever found convenient relative to the carburetor 42 of the pressurefeed. t The container 41 is provided with a er -plu 42 and is not vented to the atmosphere. nected 'to'the source of pressure (not shown) of the fuel feedsystem, places the lubricant L undertlie same ressure as the fuel feed to the carburetor t ough the feed line 44, and a needle valve 4:5 proportions the rate at which the lubricant is drawn from the container 41 by the flow of fuel'through the The container 41 must have the same pressure .proportioned to. the rate of flow of fuelthrough the line. For example, in Figure pipe 43 conas the feed system in order to prevent fuel being forcedinto the lubricant container,

and to ensure lubricati by aspiration of the fu I claim: h 1. In combination with an internal comin pipe 44.

liquid being drawn bustion engine and a source of fuel supply therefor, of means including a vacuum tank operatively connected to said engine for transferring fuel from said source of supply to said engine, and means operated by ,the vacuum intermittently induced in said tank for introducing .a liquid into the fuel in said tank.

2. The combinationwith an internal combustion engine having a carburetor and a source of fuel supply therefor, of a conduit connecting the float chamber of said carbure- CHARLES C. BOGABDUS. 

